curious why you want one...?

It flows less than a TVS and has less efficiency

it was just a considerably cheaper option for me to purchase

 

Cuz I'm unloading the TVS and looking for ideas to mix around. Let's just say it's gonna be wicked lol. I just don't want to have the M62 back on it haha. Even if I would only use the blower first half of the RPM's (hint hint)

 

Instead you should have Jr fab you a plate for a mp112... Flows up to 800cfm before overspinning
I think the plate Jr has been fabbing for the mp90 will directly bolt to the m112.

 

m62 is kinda ideal for that app.

 

yeah less parasitic loss

 

meh...

 

MP62 screw anything with just a m lol

 

Eggzactly!

 

H62?

 

that would be best.
IMO gains from an MP series over an M series arent worth the $$. rotors are the same, and thats the business end.

 

oy.... you and your assumptions

 

lol. until dynoed, its your assumptions vs my assumptions.
if jr has access to an mp62, see if we can get some dyno time. run 2 identical tunes with only the blower being different on the same day (swapping the blower is 30 mins anyway). See if theres any difference in power, or IATs

H62 > MP62, and the H62 only made 20 more horses than the m62 when both were on maxed out setups.

 

there has been no testing in the lsj community for the MP62

I'll have to take you for a spin

dyno'ing very soon, I won't touch the tune until I'm pulley'd down

 

whats the diff from the mp62 to the m62?

 

magnuson makes MP cases, opposed to using the eaton case. They sometimes use different inlets. Otherwise, nada.

Its like this (obviously these are 2300 series),
magnuson's case:


harrops case:


All the rotors are sourced from eaton, but other companies like harrop and magnuson can make their own cases for the rotors.


heres the m62 vs mp62



same thing, except the maggie does not have a fixed inlet. It is modular so they can make inlets for each one of their aftermarket applications.
Additionally, they sometimes tweak the exit, but the MP62 exit is more narrow than the m62 exit, so i dont see this as a plus. It has more area where it isnt needed (near where the silencer ports are on the eaton) and less area everywhere else

 

MP62 outflows the m62 by 100cfm by 16k and remains efficient

Eaton m62 hangs loose like wizards sleeve! It's not nice!

EATON M62:





-----

Magnuson Products 62

 

lol. steve, according to your graphs, at the same RPM, the m62 outflows the mp62 by a few cfms. The only reason the mp62 peaks 100 higher is because they rev it 2,000rpms higher than eaton revved the m62.

 

Let me grab my magnifying glass..... :They both flow 450cfm @ 14k: -_-

and who spins there m62 @ a measely 14k? Anyone who makes any power out of the m62 over spins it. unless your turbo tim... even he is over spinning it tho w/ the 2.7

**** even Ebristol on e-85 overspins his m62 to make any power

Not trying to play grab ass here w/ which 62 is the victor. That's clearly visible

/END

MP90 THREAD BACK ON TOPIC

 

true, but at 4krpm, the m62 flows 20 more, at 8krpm, the m62 flows 40cfm more, at 12k, its 10cfm more

additionally, your graphs show the m62 has IATs roughly 30 degrees cooler, given tha the m62 deltaT is 140-180 and the mp62 deltaT is 180-200 throughout their pulls.


And EVERYONE spins their m62 at a measly 14k at some point. You cant look at peak numbers unless you're trying to make a dyno queen. Gotta look at the whole power band.

this all started because wicked should know the facts if hes gonna go twin charged. there is no benefit in the mp62 vs m62, especially given that he already has an m62....

 

Wouldn't the pulley dictate what rpm the supercharger is spun at in less than 1000 engine rpm

It shouldn't take the m62 3k to redline to make the blower spin from 6k to 16000. Wouldn't that be more like a centrifugal?

Peak boost is achieved around 4200-4000 rpm on a m62 and then plateaus until redline. Wouldn't that mean the blower is running at it's maximum rpm, given what pulley it's using?

 

it dictates what rpm the blower spins at at all engine rpms

ALL superchargers rpm is a finction of engine rpm. pulley size is just a scalar, therefore max blower speed occurs at max engine speed, minimum blower speed occurs at minimum engine speed, and the relationship is directly proportional.

with a 3" pulley, 6k to 16krpm blower speed is 2770rpm-7398rpm engine speed, so thats actually exactly what it takes
no. the blower doesnt reach peak rpm until you shift. Your blower speed is: (engine rpm)*(6.5)/(pulley size).

Now i feel you have a severe misunderstanding of how belt driven superchargers work.

 

Good to know, ty

This is pretty cool... MP90 Doesn't peak boost until roughly 6200 rpm



Cool so if I do (6500rpm)*(6.5" crank) / (3.0" pulley) = 14083.33 MP90 S/C rpm

Which will net me my desired 600cfm by redline And the blower will finish @ it's peak efficiency. I'm sure the meth is helping too

I didn't realize how much better my mp90 investment was over the m62 and mp62 until now. That little formula is great

 

True statement.

Although I highly believe with further tuning you can net more than 20whp over the M62 with the H62. That 20whp dyno test was performed by Intense. All they did for the test was perform a direct swap of a M62 with the H62 w/o further tuning, and gained 20whp. I myself have yet to even push the blower to the limits and see what it can do. Its no TVS by any means, but its still a neat piece.

 

Good Data... Would Read Again

 

That formula is helpful

never seen that on here before